Gas-engine.



No. 682,733.` Patentedsep't. I7, |9ol.

H. H. CAMPBELL a E. M.' Hlmwums.

G AS E N GI N E (Application filed Dec. 1B, 1899.)

No. 682,788. Patented Sept. |7,v|90l. vH. H. CAMPBELL & E. M. HAWKINS.

GAS ENGINE.

(Application Bled Dec. 18, 1G99.)

(No Model.) 3 Sheets-Sheet 2.

il a |17 Ala 1f Mt 1.9

YN: Nomus PETERS Co. PNoToUTMo.. yvAsHluGYoN. D. c.

x Patented sept. |7, |901. H.. H. CAMPBELL a E. M. HAwKlNs.

GAS E N GIN E.

(Application led Dac. 1B, 1599.)

3 Sheets-Sheet 3.

(No Model.)

UNITED A STATES PATENT OFFICE.

HARRY HUSE CAMPBELL AND .EDGAR MARVIN HAlVKINS, OF STEELTQN, v

PENNSYLVANIA.

GAS-ENGINE.

SPECIFICATION forming pere of Lettere Patent No. 682,788, elatedL september 17, 1 901.

Appncaionneaneeember18,1899. serielle. 740,738. (remodel.)

To CLZZ whom, t may concern,.-

Be it known that we, HARRY HUSE CAMP- BELL and EDGAR MARVIN HAwKINs, citizens of the United States, residing at Steelton, in the county of Dauphin and State of Pennsylvania, have invented certain new and useful Improvements in Gas-Engines; and we do` engines known as multiple-cylinder engines, and has for its object the production of a simple, compact, economical, high-power y engine especially adapted as a 'blowing-engine, wherein the operating explosive mixture is taken in one cylinder or set of cylinders and exhausted through the other cylinder or set of cylinders.

Referring to the drawings, in which like parts are similarly designated, Figure 1 shows twin vertical blowing-engines constructed in accordance with our invention, controlled by a single governor and iiy-wheel, one of the engines being shown in section. Fig. 2 is a side elevation of one of the engines, the crankshaft being shown in section. Fig. 3 is a fragmentary section showinga modification of inletiports. Fig. 4 is a Vsectional View of the engine-cylinders shown in Fig. 1, but showing a double-acting engine. Fig. 5 is a modification showing a plurality of cylinders taking gas in one set and exhausting through the other; and Fig. 6 is a similar view showing several cylinders asymmetrically arranged and having the modified inlet-ports.

On a suitable bed or framing 1 is supported the blowing-cylinder 2, and above this on the supports or columns 3 lare the power-cylinders 4 and 5. The upper heated parts of these cylinders are cooled by suitable Waterjackets 6, as is also the upper closed end of the cylinders, as shown at 7. The lower open ends of the cylinders of this single-acting enj gine are closed by the comparatively long pistons 8 and 9. The upper ends of the interiors of the cylinders 4 and 5 are connected by a passage 10 sufiicien tly large to allow free circulation of gases from one cylinder to the other and to insure an equalization of gaspressure. This passage is shown as connecting the clearance-spaces of the two cylindersv and containing the igniting devicell, which is of the construction ordinarily used in gasengines, and hence requires no further description. In Fig. 1 the pistons are shown at the end of the cycle and should be of such length as to keep the inlet-ports 12 and exhaust-ports 13 covered during compression, the piston `8 uncovering the series of inletports 12, that form communication with the annular mixing-chamber 14 surrounding them, to which chamber is supplied from the valve-chest 15 explosive mixture composed of air admitted through the supply-pipe 18,

whose inlet is. controlled bythe spring-controlled valve 19, and of gas admitted through the gas-supply pipe 16, which has its inlet con- 4trolledby a similar spring-actuated Valve 17.

The other piston 9 is shown as uncovering the exhaust-ports 13, which exhaust into the annular chamber 20, surrounding the cylinder 5; but it will be observed that these ports 13 are arranged to open ahead of the inletports to relieve the confined gas mixture is admitted.

The piston-rods 21 22 pass through the upper cylinder-head 23, the piston 24, and the 85.

are keyed by V,pins 26 to a common cross-head lower cylinder-head of the compressor and which moves in suitable guides 57 on frame 1. Wherethese piston-rods pass through the heads of the compressor-cylinder there are provided the customary stuiiing-boxes and glands 27, to makeatight joint, and suitable means are shown for connecting the piston 24 to the piston-rods.

The connecting-rod 28 communicates motion to a ily-wheel 31 through the crank-disk 29 and shaft 30. This shaft 30 carries wormwheels 32, which gear with worms 33, Fig.l 2, on the end ofthe valve-operating rod 34, which carries two .worms 36 on its uppei end that gear with the worm-wheels 37 v38,

pressure before Y' sey loo

supported in suitable brackets on the side of 1 the engine and actuating the cams 39 40, that engage the rollers 41 on the ends of each of the stems of the valves controlling the admission of gas and air to the mixing-chamber. The governor 42, shown supported on a suitable bracket, is run by means of a belt from the shaft 30 and operates the bell-crank lever 44, fast on the shaft 45, in order to slide the variable cam 40, that governs the opening of the gas-valve 17, leading to the mixing-chamber. The rod or shaft 45 connects the bell-crank levers 44 of the opposite engines, and thus make it possible to control the sets of valves of the two engines by a single governor.

The shaft 30 carries eccentrics 46 47 on either side of the fly-wheel, whose rods 48 49 operate bell-crank levers 50 51, that are su pported in brackets 58 59 on the engine-framing and are adapted to actuate the inlet-valve 52 and the outlet-valve 53 of the compressor. We have thus described our engine in its simplest form; but it is obvious that we can dispense with the chamber in which the air and gas are mixed and supply air and gas from suitable ducts directly to the cylinder, where they Will be mixed, in which case we have two series of inlet-ports, one above the other, as shown in Fig. 3, the upper series 121 being for the admission of air under pressure directly from the service-pipe 18, While the lower series 122 is for the admission of gas from the gas-supply pipe 16, said pipe being provided with the usual valve to prevent back-flashing. The exhaust-ports remainV unchanged and, as before, are adjusted to open before the irst series of inlet-ports are opened, for the reasons stated. In Fig. 4 there is but one series of inlet-ports and but one series of exhaust-ports; but the pistons are double-acting, uncovering these ports at the end of each stroke, first to exhaust from and then to admit gas mixture to one side of the pistons and then to the other side. In Fig. 5 we have shown a number of pistons symmetrically arranged, one set receiving gas mixture and discharging after combustion through the other set, and in Fig. 6 we have shown an asymmetrical arrangement of a'number of cylinders, a majority of them discharging into the minority and at the same time being double-acting,I and also showing the cylinders that take the gas mixture as provided with the modiiied inlet-ports.'

The operation will be as follows: Starting with the operating parts in a position opposite to that shown in Fig. lthat is, at the other end of the stroke-and supposing the clearance-spaces and connecting-passage 10 filled with compressed explosive gas, the mixture will be exploded by the igniter 11, thereby forcing the pistons 8 and 9 down to the end of their stroke, during which movement the piston 9 partially uncovers the series of exhaust-ports 13 and allows the products of combustion still under pressure to escape into the exhaust-passage 20, (the inlet-ports not yet being uncovered,) while a farther movement of the pistons downward opens the exhaust-ports still farther and at the same time piston 8 uncovers the inlet-ports 12. Gas mixture under pressure rushes in from the mixing-chamber 14 through the cylinder 4, connecting-passage 10, cylinder 5, and through the exhaust-ports 13, effectually sweeping out any products of combustion, and in order to be sure of this the relation of the pistons and ports can be so adjusted that little or no gas mixture passes into the exhaust. Inertia of the moving parts will now cause compression by returning them to the first position described. The inlet-ports will be closed iirst, thus giving ample time for escape of any remaining spent gas, after which the exhaustports will be closed also, the gases compressed, the pressure equalized in the cylinders, and ignition will take place as before.

In the modification shown in Fig. 3, supposing the piston ready to be driven down as just described, the series of exhaustports will begin to open, iirst to relieve the pressure, then the series of air-ports 121 will open to sweep out the two cylinders, and lastly the gas-ports 122, gas and air entering simultaneously, and then the gas-ports are closed, next the air-ports, and iinally the exhaust-ports by the return stroke, compression and ignition taking place as before. In Fig. 4 the method of operation is the same; but this being a double-acting engine there is a passage 10 and 101 at each end of the cylinders, with an igniter 11 and 111 in each, While the pistons 8 and 9 uncover the ports at the end of each stroke, so that in the position shown in said figure gas enters the ports 12 into the cylinder 4, thence through passage or connecting-chamber 101 to cylinder 5, filling both cylinders, and then when the pistons are driven down by the exploding gas in the other end of the 'cylinders these ports will first be covered and then uncovered, as described in relation to Fig. 1.

Fig. 5 shows a plurality of cylinders or two pairs, cylinders 4 and 401 taking gas mixture and cylinders 5 and 501 provided with exhaust-ports, the group acting in all respects as a single pair. Their clearance-spaces may be united by a single-chamber, or they may be united in pairs, in which latter case they are essentially a combination of two or more i engines. This symmetrical arrangement need not necessarily be followed ,but where circumstances call for it an asymmetrical arrange- 1 ment of cylinders may be employed,- one set taking gas and exhausting through a smaller number, or vice versa. A single passage in this case will have to connect their clearancespaces. The arrangement may also be a double-acting asymmetric combination, and we have shown such in Fig. 6 provided with the modified inlet-ports; but in a double-acting engine there must necessarily be two series of air-ports, one series on either side of the series of gas-ports, one of said series of airports remaining closed at the end of the stroke.

IOO

IIO

However, this is not an absolute necessity, for their size may be so regulated as to admit of both series being opened at the same time.

Referring to Fig. 6, the lower series of airports 123 are kept closed, as shown, while the cylinders are taking air and gas at their iipper ends, While when the pistons are in a position opposite to that shown the upper series of air-ports 121 will remain closed while the cylinders are taking air and gas at their lower ends. Both of the cylinders 4 and 401 have the free passage or their clearancespaces connected at either end to the clearance-space of the cylinder 5, so that at the end of every stroke the following operations will take place: on one side of the pistons expansion of the exploded mixture, opening of exhaust to relieve pressure, opening air-ports and then gas-ports; while the reverse operations are taking place on the other side of the pistons. v

Having thus described our invention, what we claim as new therein, and desire to secure by Letters Patent, is-

l. In a multiple-cylinder gas engine, in combination,two parallel cylinders, a passage connecting their clearance-spaces, an igniter in said passage, inlet-p orts in one cylinder, a mixing-chamber in communication therewith through the inlet-ports, exhaust-ports in the other cylinder, pistons in the cylinders moving synchronously and controlling said ports and organized to open the exhaust-ports be; fore the inlet-ports, substantially as set forth.

2. In a multiple-cylinder gas-engine,a common passage connecting the clearance-spaces of the cylinders, an igniter in said passage, a series of inlet-ports for air and a series of inlet-ports for gas in one set of said cylinders, a series of exhaust-ports in the other set, and pistonsin said cylinders controlling said ports, substantially as set forth.

3. In a multiple-cylinder gas-engine, a passage at each end connecting the clearancespaces of the cylinders, an igniter in each passage, inlet-ports in one cylinder and outlet-ports in the other cylinder, pistons in said cylinders operating to open said ports at the end of each stroke, admitting gas to one cylinder and exhausting through the other, substantially as set forth.

4. In a multiple cylinder gas engine, an open passage at each end of and connecting the clearance-spaces of the cylinders, an igniter in each passage, a series of inlet-ports for gas and a series of inlet-ports for air on each side of the gas-ports in one cylinder, a series of exhaust-ports inthe other cylinder and pistons, said ports located relatively to the travel of the pistons to cover and uncover at each stroke, for the purpose set forth.

5. In a multiple-cylinder gas-engine, open passages connecting the cylinders at each end, inlet-ports in a number of said cylinders and exhaust-ports in the remaining ones, pistons in said cylinders opening said ports the exhaust-ports, substantially as set forth.

6. In a multiple-cylinder gas-engine, passages connecting the clearance-spaces of the cylinders at each end, a series of inlet-ports for gas interposed between two series of airports in one cylinder, exhaust-ports in the other cylinder, and pistons in said cylinders traveling synchronously and uncovering the ports at each stroke, substantially as set forth.

7. In a multiple-cylinder gas-engine, pas-y sages connecting the clearance-spaces of the cylinders at each end, two` circumferential series of air-ports, a circumferential series of gas-ports between the two series of airports in one set of cylinders, a series of exhaust-ports in the other set of cylinders, pis-l tons in said cylinders traveling synchronously, those in one set opening the exhaustports at every stroke and those in the other set opening one series of air-ports and the gas-ports at every stroke, substantially as set forth.

8. Ina multiple-cylinder gas-engine, a number of cylinders, a passage or chamber connecting them, an ignition device, inlet-ports in one set and exhaust-ports in another set of cylinders, a greater number of cylinders being contained in the set containing the inlet-ports than in that containing the exhaustports, substantially as set forth.

9. In a gas-engine, a pair of cylinders, a passage connecting the cylinders at each end, inlet-ports for explosive mixture in one and exhaust-ports in the other of the cylinders intermediate their ends, pistons in said cylinders arranged to open and close said ports and igniting devices to ignite the charges of gas on the opposite sides of the pistons, substantially as set forth.

10. In. a gas-engine, two parallel cylinders, a passage connecting their clearance-spaces at the proximate sides of said cylinders, a series of gas-inlets and a series of air-ports in one of said cylinders, the air-ports situated nearer the clearance-space than the gasports, a series of exhaust-ports in the second cylinder, pistons in said cylinders arranged to open and close said ports, the piston in the second cylinder closing the exhaust-ports after the air-ports have been closed and an ig- Ico niterin the passage connecting the clearancespace, substantially as set forth;I

l1. In a gas-engine, two parallel cylinders, a passage connecting the clearance-spaces at each end at the proximate sides of said cylinders, two series of air-ports, a series of gasinlet ports located between the two series of air-ports and intermediate the cylinder ends in one of said cylinders,- a series of exhaustports intermediate the ends in the other cylinder, pistons in said cylinders arranged to open and close said ports, the exhaust-ports arranged to be 'closed after the respective air-ports and opened before them, substantially as set forth.

l2. In a multiple-cylinder gas-engine, in combination, two parallel cylinders, a connection between their clearance-spaces, pistons in said cylinders traveling synchronously, inlet-ports for gas and inlet-ports for air in one of said cylinders, the inlet-ports for air situated nearer the connection between the clearance-spaces than the inlet-ports for gas, exhaust-ports in the other cylinder and a suitable igniting device, substantially as described.

13. In a multiple-cylinder gas-engine, a number of cylinders, means common to all the cylinders at each end to connect their clearance-spaces, inlet-ports in one set and exhaust-ports in the other set of cylinders and pistons in said cylinders opening inlet and exhaust ports at each stroke, substantially as set forth.

14. In a multiple-cylinder gas-engine, a number of cylinders arranged in two Sets, a passage at each end common to all the cylinders to interconnect the cylinders, inletports in one set of cylinders, a mixing-chamber in communication therewith, exhaustports in the other set of cylinders, means for igniting the charges and pistons in said cylinders arranged to open the ports at each stroke, substantially as set forth.

In testimony that we claim the foregoing as our invention We have signed our naines in presence of two subscribing witnesses.`

HARRY HUSE CAMPBELL. EDGAR MARVIN HAWKINS. Witnesses:

ARTHUR A. SMITH, WILLIAM S. RUTHERFORD. 

